Federal Register / Vol. 78, No. 151 / Tuesday, August 6, 2013 / Rules and Regulations 47531 

(g) Maintenance Program Revision 

Within 30 days after the effective date of 

this AD, revise the maintenance program to 

incorporate Tasks C27–50–111–15 and C27– 

50–111–17 of Bombardier CL–600–2B19 

Temporary Revision (TR) 2A–48, dated July 

6, 2012, to Appendix A—Certification 

Maintenance Requirements, of Part 2, 

Airworthiness Requirements, of the 

Bombardier CL–600–2B19 Maintenance 

Requirements Manual (MRM), except as 

specified in paragraph (j) of this AD. The 

initial compliance times for the tasks are 

specified in paragraph (h) of this AD. 

Note 1 to paragraph (g) of this AD: The 

maintenance program revision required by 

paragraph (g) of this AD may be done by 

inserting a copy of Bombardier CL–600–2B19 

TR 2A–48, dated July 6, 2012, into Appendix 

A—Certification Maintenance Requirements, 

of Part 2, Airworthiness Requirements, of the 

Bombardier CL–600–2B19 MRM. When this 

TR has been included in general revisions of 

the MRM, the general revisions may be 

inserted in the MRM, provided the relevant 

information in the general revision is 

identical to that in Bombardier CL–600–2B19 

TR 2A–48, dated July 6, 2012. 

(h) Initial Task Compliance Times 

For the inboard and outboard flap actuators 

identified in Bombardier CL–600–2B19 TR 

2A–48, dated July 6, 2012, to Appendix A— 

Certification Maintenance Requirements, of 

Part 2, Airworthiness Requirements, of the 

Bombardier CL–600–2B19 MRM, the initial 

compliance times for the tasks specified in 

Bombardier CL–600–2B19 TR 2A–48, dated 

July 6, 2012, are the applicable times 

specified in paragraphs (h)(1) through (h)(4) 

of this AD. 

(1) For flap actuators that have 

accumulated less than 6,000 flight cycles as 

of the effective date of this AD, before the 

accumulation of 10,000 flight cycles on the 

flap actuator. 

(2) For flap actuators that have 

accumulated 6,000 or more flight cycles but 

less than 10,000 flight cycles as of the 

effective date of this AD, within 4,000 flight 

cycles after the effective date of this AD, but 

no later than 12,000 flight cycles on the flap 

actuator. 

(3) For flap actuators that have 

accumulated 10,000 or more flight cycles but 

less than or equal to 12,000 flight cycles as 

of the effective date of this AD, within 2,000 

flight cycles after the effective date of this 

AD, but no later than 13,000 flight cycles on 

the flap actuator. 

(4) For flap actuators that have 

accumulated more than 12,000 flight cycles 

as of the effective date of this AD, within 

1,000 flight cycles after the effective date of 

this AD. 

(i) Repetitive Compliance Time 

Where Bombardier CL–600–2B19 TR 2A– 

48, dated July 6, 2012, to Appendix A— 

Certification Maintenance Requirements, of 

Part 2, Airworthiness Requirements, of the 

Bombardier CL–600–2B19 MRM, specifies a 

task interval of 10,000 flight cycles or 144 

months, the task interval is 10,000 flight 

cycles. 

(j) No Alternative Actions and Intervals 

After accomplishing the revision required 

by paragraph (g) of this AD, no alternative 

actions (e.g., inspections) or intervals may be 

used unless the actions or intervals are 

approved as an alternative method of 

compliance (AMOC) in accordance with the 

procedures specified in paragraph (k) of this 

AD. 

(k) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (ACO), ANE–170, FAA, 

has the authority to approve AMOCs for this 

AD, if requested using the procedures found 

in 14 CFR 39.19. In accordance with 14 CFR 

39.19, send your request to your principal 

inspector or local Flight Standards District 

Office, as appropriate. If sending information 

directly to the ACO, send it to Program 

Manager, Continuing Operational Safety, 

FAA, New York ACO, 1600 Stewart Avenue, 

Suite 410, Westbury, NY 11590; telephone 

(516) 228–7300; fax (516) 794–5531. Before 

using any approved AMOC, notify your 

appropriate principal inspector, or lacking a 

principal inspector, the manager of the local 

flight standards district office/certificate 

holding district office. The AMOC approval 

letter must specifically reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(l) Related Information 

Refer to Mandatory Continuing 

Airworthiness Information Canadian 

Airworthiness Directive CF–2012–26, dated 

October 30, 2012, for related information, 

which can be found in the AD docket on the 

internet at http://www.regulations.gov. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Bombardier CL–600–2B19 Temporary 

Revision 2A–48, dated July 6, 2012, to 

Appendix A—Certification Maintenance 

Requirements, of Part 2, Airworthiness 

Requirements, of the Bombardier CL–600– 

2B19 Maintenance Requirements Manual. 

(ii) Reserved. 

(3) For service information identified in 

this AD, Bombardier, Inc., 400 Coˆte-Vertu 

Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; email 

thd.crj@aero.bombardier.com; Internet http:// 

www.bombardier.com. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

this material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on July 12, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–18488 Filed 8–5–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0564; Directorate 

Identifier 2010–SW–013–AD; Amendment 

39–17494; AD 2013–13–06] 

RIN 2120–AA64 

Airworthiness Directives; Various 

Restricted Category Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for Arrow 

Falcon Exporters, Inc. (previously Utah 

State University); Firefly Aviation 

Helicopter Services (previously 

Erickson Air-Crane Co.); California 

Department of Forestry; Garlick 

Helicopters, Inc.; Global Helicopter 

Technology, Inc.; Hagglund Helicopters, 

LLC (previously Western International 

Aviation, Inc.); International 

Helicopters, Inc.; Precision Helicopters, 

LLC; Robinson Air Crane, Inc.; San 

Joaquin Helicopters (previously 

Hawkins and Powers Aviation, Inc.); 

S.M.&T. Aircraft (previously US 

Helicopters, Inc., UNC Helicopter, Inc., 

Southern Aero Corporation, and Wilco 

Aviation); Smith Helicopters; Southern 

Helicopter, Inc.; Southwest Florida 

Aviation International, Inc. (previously 

Jamie R. Hill and Southwest Florida 

Aviation); Tamarack Helicopters, Inc. 

(previously Ranger Helicopter Services, 

Inc.); US Helicopter, Inc. (previously 

UNC Helicopter, Inc.); West Coast 

Fabrication; and Williams Helicopter 

Corporation (previously Scott Paper Co.) 

Model HH–1K, TH–1F, TH–1L, UH–1A, 

UH–1B, UH–1E, UH–1F, UH–1H, UH– 

1L, and UH–1P Helicopters; and 

Southwest Florida Aviation Model UH– 


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1B (SW204 and SW204HP) and UH–1H 

(SW205) Helicopters. This AD requires 

creating a component history card or 

equivalent record for each main rotor 

grip (grip); determining and recording 

the total hours time-in-service (TIS) for 

each grip; visually inspecting the upper 

and lower tangs of the grip for a crack; 

inspecting the grip buffer pads for 

delamination and if delamination is 

present, inspecting the grip surface for 

corrosion or other damage; inspecting 

the grip for a crack using ultrasonic (UT) 

and fluorescent penetrant inspection 

methods; and establishing a retirement 

life for certain grips. This AD was 

prompted by three in-flight failures of 

grips installed on Bell Helicopter 

Textron (Bell) Model 212 helicopters, 

which resulted from cracks originating 

in the lower main rotor blade bolt lug. 

The actions are intended to prevent 

failure of the grip, separation of a main 

rotor blade, and subsequent loss of 

control of the helicopter. 

DATES: This AD is effective September 

10, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain documents listed in this AD 

as of September 10, 2013. 

ADDRESSES: For service information 

identified in this AD, contact Bell 

Helicopter Textron, Inc., P.O. Box 482, 

Fort Worth, TX 76101; telephone (817) 

280–3391; fax (817) 280–6466; or at 

http://www.bellcustomer.com/files/. 

You may review a copy of the 

referenced service information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham 

Blvd., Room 663, Fort Worth, Texas 

76137. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, any 

incorporated-by-reference service 

information, the economic evaluation, 

any comments received, and other 

information. The street address for the 

Docket Operations Office (phone: 800– 

647–5527) is U.S. Department of 

Transportation, Docket Operations 

Office, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Michael Kohner, Aviation Safety 

Engineer, Rotorcraft Certification Office, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5170; email 

7-avs-asw-170@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On July 8, 2010, at 75 FR 39192, the 

Federal Register published our notice of 

proposed rulemaking (NPRM), which 

proposed to amend 14 CFR part 39 to 

include an AD that would apply to 

Arrow Falcon Exporters, Inc. 

(previously Utah State University); 

Firefly Aviation Helicopter Services 

(previously Erickson Air-Crane Co.); 

California Department of Forestry; 

Garlick Helicopters, Inc.; Global 

Helicopter Technology, Inc.; Hagglund 

Helicopters, LLC (previously Western 

International Aviation, Inc.); 

International Helicopters, Inc.; Precision 

Helicopters, LLC; Robinson Air Crane, 

Inc.; San Joaquin Helicopters 

(previously Hawkins and Powers 

Aviation, Inc.); S.M.&T. Aircraft 

(previously US Helicopters, Inc., UNC 

Helicopter, Inc., Southern Aero 

Corporation, and Wilco Aviation); 

Smith Helicopters; Southern Helicopter, 

Inc.; Southwest Florida Aviation 

International, Inc. (previously Jamie R. 

Hill and Southwest Florida Aviation); 

Tamarack Helicopters, Inc. (previously 

Ranger Helicopter Services, Inc.); US 

Helicopter, Inc. (previously UNC 

Helicopter, Inc.); West Coast 

Fabrication; and Williams Helicopter 

Corporation (previously Scott Paper Co.) 

Model HH–1K, TH–1F, TH–1L, UH–1A, 

UH–1B, UH–1E, UH–1F, UH–1H, UH– 

1L, and UH–1P Helicopters; and 

Southwest Florida Aviation Model UH– 

1B (SW204 and SW204HP) and UH–1H 

(SW205) Helicopters with certain grips 

installed. The NPRM proposed to 

require creating a component history 

card or equivalent record for each grip; 

determining and recording the total 

hours TIS for each grip; visually 

inspecting the upper and lower tangs of 

the grip for a crack; inspecting the grip 

buffer pads for delamination and if 

delamination is present, inspecting the 

grip surface for corrosion or other 

damage; inspecting the grip for a crack 

using UT and fluorescent penetrant 

inspection methods; and establishing a 

retirement life for certain grips. The 

NPRM was prompted by reports of three 

in-flight failures of grips, P/N 204–011– 

121–009 and 204–011–121–121, 

installed on Bell Model 212 helicopters. 

The failures resulted from cracks 

originating in the lower blade bolt lug. 

The cracking was attributed to 

subsurface fatigue, corrosion and 

mechanical damage. Grips with these 

same P/Ns are eligible for installation on 

certain restricted category helicopters. 

Grips, P/N 204–044–121–005 and 204– 

044–121–113, are also affected if they 

were ever installed on a Model 205B or 

UH–1N helicopter. The proposed 

requirements were intended to prevent 

failure of the grip, separation of a main 

rotor blade, and subsequent loss of 

control of the helicopter. 

Comments 

We gave the public the opportunity to 

participate in developing this AD, but 

we did not receive any comments on the 

NPRM (75 FR 39192, July 8, 2010). 

FAA’s Determination 

We have reviewed the relevant 

information and determined that an 

unsafe condition exists and is likely to 

exist or develop on other products of 

these same type designs and that air 

safety and the public interest require 

adopting the AD requirements as 

proposed except for we are 

incorporating the figure by reference 

instead of including it in our AD and 

other minor changes to meet current 

publication requirements. These 

changes are consistent with the intent of 

the proposals in the NPRM (75 FR 

39192, July 8, 2010) and will not 

increase the economic burden on any 

operator nor increase the scope of the 

AD. 

Costs of Compliance 

We estimate that this AD will affect 

20 helicopters of U.S. registry and that 

labor costs will average $85 per workhour. Based on these estimates, we 

expect the following costs: 

• Creating new component history 

cards or the equivalent will require two 

work-hours for a labor cost of $170 per 

helicopter, $3,400 for the U.S. fleet. 

• Maintaining records will require 

five work-hours per year for a labor cost 

of $425. 

• Conducting 24 visual inspections 

using a magnifying glass will require 12 

work-hours per year for a labor cost of 

$1,020. 

• 1⁄2 of a buffer pad inspection: 1.5 

hours per year for a labor cost of $128. 

• 1⁄4 of a fluorescent penetrant 

inspection: .5 work hour per year for a 

labor cost of $43. 

• 4 UT inspections: 4 work hours per 

year for a labor cost of $340. 

• Removing and replacing a grip set 

will require 20 work hours per year. A 

set of grips will cost $37,590, for total 

cost of $39,290 per helicopter. 

Authority for this Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 


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Federal Register / Vol. 78, No. 151 / Tuesday, August 6, 2013 / Rules and Regulations 47533 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

(3) Will not affect intrastate aviation 

in Alaska to the extent that it justifies 

making a regulatory distinction; and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2013–13–06 Various Restricted Category 

Helicopters: Amendment 39–17494; 

Docket No. FAA–2010–0564; Directorate 

Identifier 2010–SW–013–AD. 

(a) Applicability 

This AD applies to Arrow Falcon 

Exporters, Inc. (previously Utah State 

University); Firefly Aviation Helicopter 

Services (previously Erickson Air-Crane Co.); 

California Department of Forestry; Garlick 

Helicopters, Inc.; Global Helicopter 

Technology, Inc.; Hagglund Helicopters, LLC 

(previously Western International Aviation, 

Inc.); International Helicopters, Inc.; 

Precision Helicopters, LLC; Robinson Air 

Crane, Inc.; San Joaquin Helicopters 

(previously Hawkins and Powers Aviation, 

Inc.); S.M.&T. Aircraft (previously US 

Helicopters, Inc., UNC Helicopter, Inc., 

Southern Aero Corporation, and Wilco 

Aviation); Smith Helicopters; Southern 

Helicopter, Inc.; Southwest Florida Aviation 

International, Inc. (previously Jamie R. Hill 

and Southwest Florida Aviation); Tamarack 

Helicopters, Inc. (previously Ranger 

Helicopter Services, Inc.); US Helicopter, Inc. 

(previously UNC Helicopter, Inc.); West 

Coast Fabrication; and Williams Helicopter 

Corporation (previously Scott Paper Co.) 

Model HH–1K, TH–1F, TH–1L, UH–1A, UH– 

1B, UH–1E, UH–1F, UH–1H, UH–1L, and 

UH–1P Helicopters; and Southwest Florida 

Aviation Model UH–1B (SW204 and 

SW204HP) and UH–1H (SW205) Helicopters 

with main rotor grip (grip) part number (P/ 

N) 204–011–121–009, 204–011–121–121, or 

ASI–4011–121–9, installed, or with grip P/N 

204–011–121–005 or 204–011–121–113, if 

the grip was ever installed on a Model 205B 

or a Model UH–1N helicopter, or P/N 204– 

011–121–117, installed, if the grip was ever 

installed on a Model 205B helicopter, 

certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

crack in the lower main rotor blade bolt lug. 

This condition could result in failure of a 

grip, separation of a main rotor blade, and 

subsequent loss of control of the helicopter. 

(c) Effective Date 

This AD becomes effective September 10, 

2013. 

(d) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(e) Required Actions 

(1) Within 10 hours time-in-service (TIS), 

create a component history card or 

equivalent record and determine and record 

the total hours TIS for each grip. If the total 

hours TIS cannot be determined from the 

helicopter records, assume and record 50 

hours TIS for each month for which the 

hours cannot be determined with the grip 

installed on any helicopter. Continue to 

count and record the hours TIS and begin to 

count and record the number of times the 

helicopter engine(s) are started (engine start/ 

stop cycles). 

(2) Within 10 hours TIS, and then at 

intervals not to exceed 25 hours TIS, without 

removing the main rotor blades: 

(i) Clean the exposed surfaces of the upper 

and lower tangs of each grip with denatured 

alcohol and wipe dry. 

(ii) Using a 10X or higher magnifying glass, 

visually inspect the exposed surfaces of the 

upper and lower tangs of each grip for a 

crack. Pay particular attention to the lower 

surface of each lower grip tang from the main 

rotor blade bolt-bushing flange to the leading 

and trailing edge of each grip tang as 

depicted in Figure 5–7, Inspection of Main 

Rotor Hub Grip (1200 Hours), Revision 9, 

dated August 8, 2008, of Chapter 5, 

Inspections and Component Overhaul 

Schedule, Revision 11, dated April 30, 2010, 

of Bell Helicopter Textron, Inc. (BHTI), BHT– 

212–MM–1, Revision 13, dated September 

16, 2010. 

(iii) At the intervals shown in Table 1 to 

Paragraph (e) of this AD, ultrasonic (UT) 

inspect each grip for a crack in accordance 

with the BHTI Nondestructive Inspection 

Procedure, Log No. 00–340, Revision E, dated 

April 9, 2002. The UT inspection of the grip 

must be performed by a Nondestructive 

Testing (NDT) UT Level I Special, Level II, 

or Level III inspector who is qualified under 

the guidelines established by MIL–STD– 

410E, ATA Specification 105, AIA–NAS–410, 

or an FAA-accepted equivalent for 

qualification standards of NDT Inspection/ 

Evaluation Personnel. 

TABLE 1 TO PARAGRAPH (e) 

UT inspect grip, P/N 

Within 30 days, 

for a grip with 

the following or 

more hours TIS: 

Thereafter, at intervals not to exceed the following number of hours 

TIS or the engine start/stop cycles, 

whichever occurs first: 

Hours TIS Engine start/stop 

cycles 

204–011–121–009 or ASI–4011–121–9 .......................................................................... 4,000 400 1,600 

204–011–121–121 ........................................................................................................... 500 150 600 


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47534 Federal Register / Vol. 78, No. 151 / Tuesday, August 6, 2013 / Rules and Regulations 

TABLE 1 TO PARAGRAPH (e)—Continued 

UT inspect grip, P/N 

Within 30 days, 

for a grip with 

the following or 

more hours TIS: 

Thereafter, at intervals not to exceed the following number of hours 

TIS or the engine start/stop cycles, 

whichever occurs first: 

Hours TIS Engine start/stop 

cycles 

204–011–121–005 or –113, if the grip was EVER installed on a Model 205B or Model 

UH–1N helicopter ......................................................................................................... 4,000 400 1,600 

204–011–121–117, if the grip was EVER installed on a Model 205B helicopter ........... 500 150 600 

(3) At intervals not to exceed 1,200 hours 

TIS or 24 months, whichever occurs first: 

(i) Remove each main rotor blade, and 

(ii) Inspect each grip buffer pad on the 

inner surfaces of each grip tang for 

delamination as depicted in Figure 5–7, 

Inspection of Main Rotor Hub Grip (1200 

Hours), Revision 9, dated August 8, 2008, of 

Chapter 5, Inspections and Component 

Overhaul Schedule, Revision 11, dated April 

30, 2010, of Bell Helicopter Textron, Inc., 

BHT–212–MM–1, Revision 13, dated 

September 16, 2010. If there is any 

delamination, remove the buffer pad and 

inspect the grip surface for corrosion or other 

damage. 

(4) Within 2,400 hours TIS or at the next 

overhaul of the main rotor hub, whichever 

occurs first, and then at intervals not to 

exceed 2,400 hours TIS: 

(i) Remove each main rotor blade. 

(ii) Remove each grip buffer pad (if 

installed) from the inner surfaces of each grip 

tang. 

(iii) Visually inspect the grip surfaces for 

corrosion or other damage. 

(iv) Fluorescent-penetrant inspect (FPI) the 

grip for a crack, paying particular attention 

to the upper and lower grip tangs. When 

inspecting a grip, P/N 204–011–121–005, 

204–011–121–009, or 204–011–121–113, or 

ASI–4011–121–9, pay particular attention to 

the leading and trailing edges of the grip 

barrel. 

(5) Before further flight: 

(i) Replace any cracked grip with an 

airworthy grip. 

(ii) Replace any grip with any corrosion or 

other damage with an airworthy grip, or 

repair the grip if the corrosion or other 

damage is within the maximum repair 

limitations. 

(iii) Remove any grip, P/N 204–011–121– 

009 or ASI–4011–121–9, that has been in 

service for 15,000 or more hours TIS. 

(iv) Remove any grip, P/N 204–011–121– 

121, that has been in service for 25,000 or 

more hours TIS. 

(6) Revise the Airworthiness Limitations 

section of the applicable maintenance 

manual or the Instructions for Continued 

Airworthiness (ICA) by establishing a new 

retirement life of 15,000 hours TIS for grip, 

P/N 204–011–121–009 or ASI–4011–121–9, 

and 25,000 hours TIS for grip, P/N 204–011– 

121–121, by marking pen and ink changes or 

inserting a copy of this AD into the 

maintenance manual or ICA. 

(7) Record a 15,000 hour TIS life limit for 

each grip, P/N 204–011–121–009 or ASI– 

4011–121–9, and a 25,000 hour life limit for 

each grip, P/N 204–011–121–121, on the 

applicable component history card or 

equivalent record. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Rotorcraft Certification 

Office, FAA, may approve AMOCs for this 

AD. Send your proposal to: Michael Kohner, 

Aviation Safety Engineer, Rotorcraft 

Certification Office, Rotorcraft Directorate, 

FAA, 2601 Meacham Blvd., Fort Worth, 

Texas 76137; telephone (817) 222–5170; 

email 7-avs-asw-170@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office before 

operating any aircraft complying with this 

AD through an AMOC. 

(g) Additional Information 

BHTI Alert Service Bulletin (ASB) 212–94– 

92, Revision A, dated March 13, 1995; BHTI 

Operations Safety Notice (OSN) 204–85–6, 

OSN 205–85–9, and OSN 212–85–13, all 

dated November 14, 1985 and co-published 

as one document; BHTI ASB 205B–02–39, 

Revision B, dated November 22, 2002; and 

BHTI ASB 212–02–116, Revision A, dated 

October 30, 2002, which are not incorporated 

by reference, contain additional information 

about the subject of this AD. 

(h) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6220, Main rotor head. 

(i) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Bell Helicopter Textron, Inc. 

Nondestructive Inspection Procedure, Log 

No. 00–340, Revision E, dated April 9, 2002. 

(ii) Figure 5–7, Inspection of Main Rotor 

Hub Grip (1200 Hours), Revision 9, dated 

August 8, 2008, of Chapter 5, Inspections and 

Component Overhaul Schedule, Revision 11, 

dated April 30, 2010, of Bell Helicopter 

Textron, Inc., BHT–212–MM–1, Revision 13, 

dated September 16, 2010. 

(3) For BHTI service information identified 

in this AD, contact Bell Helicopter Textron, 

Inc., P.O. Box 482, Fort Worth, TX 76101; 

telephone (817) 280–3391; fax (817) 280– 

6466; or at http://www.bellcustomer.com/ 

files/. 

(4) You may review a copy of this service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 2601 

Meacham Blvd., Room 663, Fort Worth, 

Texas 76137. 

(5) You may also review a copy of this 

service information at the National Archives 

and Records Administration (NARA). For 

information on the availability of this 

material at NARA, call (202) 741–6030, or go 

to: http://www.archives.gov/federal-register/ 

cfr/ibr-locations.html. 

Issued in Fort Worth, Texas, on June 18, 

2013. 

Kim Smith, 

Directorate Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–18570 Filed 8–5–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0447; Directorate 

Identifier 2013–NE–17–AD; Amendment 39– 

17536; AD 2013–15–20] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are superseding 

emergency airworthiness directive (AD) 

2013–14–51 for General Electric 

Company (GE) GE90–110B1 and GE90– 

115B turbofan engines with affected 

transfer gearbox assembly (TGB) radial 

gearshafts installed. AD 2013–14–51 

was sent previously to all known U.S. 

owners and operators of GE90–110B1 

and GE90–115B turbofan engines. AD 

2013–14–51 prohibited operation of an 

airplane if more than one installed 

engine has an affected TGB radial 


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